JP2003099900A - Flight route setting method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To set an optimum flight route by efficiently and realistically conducting a search of the route. SOLUTION: A flight possible area 3 is specified on the basis of a minimum distance from a mountain 1 in a height direction and a horizontal direction, the specified flight possible area 3 is displayed as a horizontal area on a horizontal coordinate, the displayed horizontal area is thinned, and the thinned horizontal area is expressed by a network including a line and a node. Easiness of flight of the line expressed by the network is respectively evaluated, and the flight route is set by the route based on the line with high easiness of the flight. Thereby the optimum flight route is set by conducting the search of the route efficiently and realistically.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for setting a flight route when an aircraft flies over a complicated terrain.

[0002]

2. Description of the Related Art When it is necessary to fly an aircraft through a complicated terrain such as a mountain area, it is necessary to maintain a minimum altitude and maintain a distance from the side of the mountain to set a flight route. In addition, when there is a place where the airflow changes suddenly (a target object) over a mountain, etc., the aircraft should not be directly affected by the sudden change in the airflow across the mountain, that is, the target object should be hidden in the mountain. It may be necessary to fly.

[0003]

In the above case, it is necessary to set the flight route in consideration of various factors, but a technique for setting the optimum flight route in a short time has not been established. Instead, the current situation is to set a flight route each time according to map information and pilot experience.

The present invention has been made in view of the above situation, and it is possible to set an optimum flight route easily and quickly even when an aircraft flies over a complicated terrain. The purpose is to provide a setting method.

[0005]

The flight path setting method of the present invention for achieving the above object specifies a feasible region based on a minimum distance to an object in a height direction and a horizontal direction, and specifies the specified flight. The feasible area is displayed on the horizontal coordinate as a horizontal area, and the displayed horizontal area is thinned, and the thinned horizontal area is expressed by a network consisting of lines and nodes, and the flight easiness of each line expressed by the network is evaluated. However, it is characterized in that the flight route is set by a route based on a line with high flight easiness.

Then, the flight easiness of the route passing through the nodes represented by the network is evaluated, and the flight route is set by taking into consideration the flight easiness of the line and the flight easiness of the route passing through the nodes. Is characterized by. In addition, the flight area is specified by including a hidden area in which the target object existing beyond the horizontal object is hidden by the object. Further, it is characterized in that the flight route is set by assigning weights to the flight easiness of the line represented by the network and the flight easiness of the route passing through the nodes.

Further, the network-represented node is characterized in that it is set midway when the radius of curvature of the thinned line is less than a predetermined value. Further, the network-represented nodes are set in the changing portion when the height change of the thinned line is more than a predetermined value. In addition, when the specified flyable area is displayed as a horizontal area on the horizontal coordinate, a process of connecting a gap that is equal to or smaller than a predetermined gap existing in the longitudinal direction is performed. Further, it is characterized in that, when the specified flyable area is displayed on the horizontal coordinate as a horizontal area, a process of deleting a portion having a predetermined width or less is performed.

In addition, the higher the height, the greater the distance to the object in the horizontal direction, the farther from the line connecting the top of the object forming the hidden area and the shorter the length of the network-represented line,
It is characterized by a high evaluation of ease of flight. Also,
The easiness of flight of a network-represented line and the easiness of flight of a route passing through a node are quantified with a positive value and a larger number as the easiness of flight is quantified. And adding the numerical values of the routes passing through the nodes, and determining the route with the smallest numerical value as the final flight route. In addition, the height, the distance to the object in the horizontal direction, the hidden area, and the length of the line represented by the network are weighted to evaluate the flight easiness.

[0009]

BEST MODE FOR CARRYING OUT THE INVENTION The present invention obtains a three-dimensional feasible region from map data and a hidden situation with respect to a target object.
3D flight area is displayed as a horizontal flight area on the horizontal coordinate, and the horizontal flight area is thinned and expressed as a network consisting of branches (lines) and nodes (nodes). The flight easiness of the route passing through the evaluation and the node is evaluated, and the route passing through the line and the node having the high flight easiness is searched and the flight route is set. When searching for a route that passes through a line or a node with high flight ease, the flight ease of all routes from the start point to the end point is evaluated and the optimum flight route is selected from among them, or dynamic planning method is used. Can be used to select the optimal flight path.

As an optimal flight route ranking, a ranking of 2nd or lower can be appropriately set, and when the ranking of 2nd or lower is set, there is no great difference in flight easiness and the routes do not look like each other. It is conceivable that the route is different only in the vicinity of the starting point, or that the route is similar but the route is different as a whole. A flight route with a different route only near the start point is suitable for application when, for example, the route is deviated, and a flight route with a different route as a whole is applied when a target is newly discovered. It is suitable.

[0011]

DESCRIPTION OF THE PREFERRED EMBODIMENTS A method for setting a flight route will be specifically described below with reference to the drawings. 1 to 3 show flowcharts of a flight path setting method according to an embodiment of the present invention. In addition, FIG.
9 to FIG. 9, a concept for explaining the thinning process of the horizontal area, FIGS. 10 to 12 for explaining the network representation process, FIG. 13 for the network concept representing the evaluation value of the line, and FIG. Description of flight easiness evaluation based on line evaluation values, FIG. 15 is a concept of a network showing route evaluation values via nodes, and FIG. 16 is a flight easiness evaluation based on route evaluation values via nodes. An explanation is given.

As shown in FIG. 1, first, in steps S1 to S6, a three-dimensional flight feasible region is specified at all arbitrary points of two-dimensional coordinates (horizontal coordinates) that may cause a flight path.

After inputting the map data, all the two-dimensional coordinates are initialized to "invalid" in step S1. In step S2, 360 ° around the point is examined to obtain the altitude Vθ _TH (x, y) at which the hidden angle is θ _TH .

The hidden angle will be described with reference to FIG. The hiding angle is an angle that forms a hidden area 3 in a state of being hidden through the mountain 1 from the target 2 existing over the mountain 1 which is a horizontal object, and the top 1a of the mountain 1 and the target 2 are separated from each other. It is the angle θ _TH of the connecting line with respect to the vertical line. The hidden area 3 is an area in which the influence of the target object 2 is blocked by the mountain 1 and can fly without being directly influenced by the target object 2. That is, the hidden area 3 is an area below the altitude Vθ _TH (x, y) where the hidden angle is θ _TH . The hiding angle is the position of the target 2 or the target 2.
It may be modified as appropriate according to the type of.

After obtaining the altitude Vθ _TH (x, y) at which the hidden angle becomes θ _{TH in} step S2, the circumference of the point 36 is calculated in step S3.
By checking 0 °, it is checked whether or not the distance k (x, y) to the nearest mountain 1 at the altitude margin (minimum altitude) V _TH becomes larger than the horizontal margin H _TH .

The altitude margin V _TH and the horizontal margin H _TH will be described with reference to FIG. The altitude margin V _TH is the minimum flight height in the height direction with respect to the terrain, and the horizontal margin H _TH is the minimum distance in the horizontal direction with respect to the terrain. That is, the minimum distances in the height direction and the horizontal direction are the altitude margin V _TH and the horizontal margin H _TH .

In step S3, the distance k (x, y) is the horizontal margin H.
After checking if it is larger than _TH , step S4
At, it is determined whether the distance k (x, y) is larger than the horizontal margin H _TH . In step S4, the distance k (x, y) is the horizontal margin H _TH.
All points in two-dimensional coordinates when it is determined that
The processes of steps S2 and S3 are repeated for (x, y). When it is determined in step S4 that the distance k (x, y) is larger than the horizontal margin H _TH , the process proceeds to step S5.

In step S5, it is checked from the altitude surface whether the altitude Vθ _TH (x, y) at which the hidden angle is θ _TH is larger than the altitude margin V _TH , and in step S6 the altitude Vθ _TH
It is determined whether (x, y) is larger than the altitude margin V _TH . When it is determined in step S6 that the altitude Vθ _TH (x, y) is less than or equal to the altitude margin V _TH , all points (x,
y), the processes of steps S2 to S5 are repeated. At step S6, the altitude Vθ _TH (x, y) is the altitude margin V
_When it is determined that the value is larger than _TH , the flight feasible region 3 (see FIG. 4) is specified, and the process proceeds to step S7.

In step S7, the horizontal coordinate (x, y) is set to "valid", and in step S8 the effective altitude is set to V _LOW (x, y) = V.
_TH , V _HIGH (x, y) = V _{θ TH} (x, y) Next, in step S9, the entire binarized image I (x, y) is set as a valid (1) and invalid (0) binarized image. That is, as shown in FIG. 5, the specified flyable area 3 (see FIG. 4) is displayed as an effective horizontal area 4 (hatched portion in the drawing) on the horizontal coordinate.
Further, in step S10, the minute non-coupling portion (gap below the predetermined gap existing in the longitudinal direction) 5 of the horizontal region 4 is combined to form a binary image Ia in which the horizontal regions 4 are combined as shown in FIG. To do.

The reason why the minute non-coupling portions 5 are connected is that the area is left as an option when selecting a route because it is an area where the flight is possible due to slight difficulty when this section is short. However, this route is a route that has a low evaluation of flight ease described later. The connection of the minute non-connected portions 5 is performed by, for example, a general expansion / contraction process in image processing.

After connecting the minute unconnected portions 5 in step S10, as shown in FIG. 2, in step S11, the periphery of a certain point in the horizontal area 4 of the binarized image Ia (the periphery of the "effective" point) is determined. If there is "invalidity" within the predetermined range, this point is defined as "invalidity". That is, as shown in FIG. 7, a frame 6 in a predetermined area is applied to a certain range of the horizontal area 4, and if there is "invalid" in the frame 6 out of the horizontal area 4, the center point 6a of the frame 6 is invalid. Is outside the horizontal region 4. There is no "invalid" that the frames 6A and 6D in the figure deviate from the horizontal region 4, and the frames 6B and 6
It shows a state in which there is "invalid" where C is out of the horizontal area 4. Then, in this state, the center points 6a of the frames 6B and 6C are invalidated to be outside the horizontal region 4.

By repeating this process, the part having a width less than the predetermined width is deleted. That is, the binarized image Ia is reduced, the region 7 having a predetermined width or less shown in FIG.
As shown in, the binarized image Ib of the horizontal region 4 in which the narrow portion is cut is obtained (step S12). By cutting the narrow portion, the too narrow area that makes flight difficult is removed.

After the binarized image Ib is obtained in step S12,
In step S13, the binarized image Ib (x, y) is thinned (see FIG. 9). In step S14, the intersections, branch points, and end points of the thinned image shown in FIG. 9 are defined as the nodes 8 (see FIG. 10). In step S15, the middle portion of the bent portion of the thin line between the nodes 8 shown in FIG. In step S16, FIG.
The point at which the minimum value V _LOW (x, y) of the effective altitude in the thin line range (x, y) between the nodes 8 (9) shown in (b) changes abruptly.
Is set as node 10. That is, the nodes 9 and 10 are defined in a portion where the bend is severe or where the altitude difference changes abruptly.

In step S17, as shown in FIG. 11, the thin line between the nodes 8, 9 and 10 is linearly approximated to obtain the line 11
And a network consisting of nodes 8, 9 and 10.
In the networking, even if the line 11 does not exist in the above-described processing, the node 8 and the line 11 can be appropriately added at a position that may be important in considering the flight route. Since the newly added line is not the one in which the flyable area 3 (see FIG. 4) is displayed on the two-dimensional coordinates, it becomes a route with low flight easiness evaluation, which will be described later.

When the network representation is performed in step S17, the flight easiness of each line 11 and the flight easiness of the route passing through each node 8, 9, 10 (route of passing from the line 11 to another line 11) are evaluated. To do. That is, in step S18, for each line 11 (a straight line from a node to a node), a set {E _n } _{n = 1 ... L} passing from the start point (one of the nodes) to the nth line is obtained. That is, the number of lines 11 for all the routes from the start point to the end point is calculated from 1 to L.

In step S19, the flight easiness of each line 11 is evaluated, and the evaluation f of the line 11 for each set of routes is added to obtain the evaluation value 1. That is, the evaluation value 1 is calculated by the following expression (1).

In step S20, the flight easiness of the route passing through the nodes 8, 9 and 10 is evaluated, and the route evaluation g for each of the set of routes is added,
The evaluation value is 2. That is, the evaluation value 2 is calculated by the following equation (2).

After obtaining the evaluation value 1 and the evaluation value 2, as shown in FIG. 3, in step S21, the evaluation value 1 is multiplied by the weight α, and the evaluation value 2 is multiplied by the weight β. Evaluation value. In step S22, the next ({E _n }
_{n = LS} : LS is 1 to L), and if there is no next candidate, it is determined in step S23 whether L = L _MAX . When L = L _MAX is determined in step S23, the evaluation value is best ({E _n } _{n = 1 ... La} : where La is the best number of routes) and the evaluation value is calculated in step S24. _Let {E _n } _{n = 1 ... La,} which is the best, be the optimal flight path.

If it is determined in step S22 that there is a next candidate, the process proceeds to step S19 shown in FIG. 2. If it is determined in step S23 that L = L _MAX is not satisfied, L = L _LOW ~ Repeat L _HIGH to step S18
Move to.

The processing of steps S18 to S24 will be specifically described by taking as an example a model of a network including the line 11 and the nodes 8, 9 and 10. FIG. 12 shows the concept of modeling a network. As shown in FIG. 12, in the modeled network, the nodes v2 and v3 exist from the starting node v1 to the ending node v4, and the lines include e1, e2, e3, e4, e5, e6. ing. The lines e5 and e6 are divided according to the flight direction.

For this network, the starting node v1
From the end point to the end point v4 (step S
18). In this case, the minimum number L of routes is 2 (e1 → e
2, e3 → e4) and the maximum is 3 (e1 → e6 → e4, e3 → e5 → e2). Similarly, the minimum number L of lines of the route passing through the node v2 and the node v3 is 2 (e1 → e2 via the node v2, e3 via the node v3).
→ e4), the maximum is 3 (from node v2 via node v3 e1 → e6 →
e4, e3 → e5 → e2) from node v3 via node v2. Then, the flight easiness is evaluated for all the lines of the route (step S19), and the flight easiness is evaluated for all the routes passing through the contact points (step S20).

The evaluation of flight ease will be described.

The easiness of flight of a line (evaluation value 1) is, for example,
Based on flight area 3 (see Fig. 4), line length (flight distance), maximum / minimum absolute altitude information within horizontal region 4 (see Fig. 8), maximum / minimum ground altitude information, good weather If not, it is evaluated by the degree of exposure to Target 1 (see FIG. 4). Based on the flyable area 3, if the line is short, the absolute altitude and the ground altitude are high, the weather is good, and the exposure degree to the target object 1 is low, it is evaluated that the flight is easy.

The easiness of flight is quantified by a smaller positive value as the evaluation is higher. The evaluation value is added for the number L of the lines of the route, and the flight with the smallest sum of the evaluation values of the lines has the highest easiness of flight. It is determined that the route is high. In other words, even if the number of lines is small, if the sum of the evaluation values of the lines is large, the ease of flight will decrease,
Even if the number of lines is large, the ease of flight is high if the sum of the evaluation values of the lines is small.

Ease of flight along the passing route (evaluation value 2)
Is, for example, the altitude margin when moving from line to line across nodes, the horizontal width when moving from line to line across nodes, the radius of curvature when moving from line to line across nodes, and the node It is evaluated as easiness to move from the line of sight when moving from line to line. It is evaluated as easy to fly when it has a high margin, a wide horizontal width, a large radius of curvature, and good visibility.

The flight easiness in this case is also quantified by a smaller positive value as the evaluation is higher, and the evaluation values are added for the relationship of entry and exit of the passing path, and the passing path with the smallest sum of the evaluation values is the most flying. It is determined that the route is easy. That is, if the sum of evaluation values is large even if the number of passing nodes is small, the flight easiness is low, and even if the number of passing nodes is large, the flight easiness is high if the sum of evaluation values is small.

It is possible to deal with which item is to be emphasized with respect to the item for determining the easiness of flight by changing the respective weights. For example, in the case where importance is attached to flight in a short time even at a high risk. Can give weight to the length of the line, and can give weight to altitude, degree of exposure, horizontal width, radius of curvature, etc., when giving priority to safe flight even if it takes time. Further, the ease of flight of the route to be passed can be simply evaluated as good or bad.

A specific example will be described with reference to FIGS. 13 to 16. FIG. 13 shows a concept of a network showing the evaluation value of a line, and FIG. 14 shows a flight easiness determination map. Further, FIG. 15 shows a concept of a network showing the evaluation value of a passing route, and FIG. 16 shows a flight easiness determination map. In the illustrated example, the route representing the evaluation value of the route has been described by taking a simplified route as an example.
In reality, this is a network in which many routes are complicated.

The line evaluation value will be described with reference to FIGS. 13 and 14.

As shown in FIG. 13, each line e1, e2, e3, e4, e5, e6 forming the network has a flight easiness digitized based on the above-mentioned items. For example, line e1 is (5), line e2 is (7), line e3 is (1), and line e4 is (1).
, Line e5 is evaluated as (3), and line e6 is evaluated as (3).

Considering the route from the starting node v1 to the ending node v4, the first line of L is line e1 and line e3 as shown in FIG. The second of L is line e1 to line e2
, Line e1 to line e6, line e3 to line e4, line e3 to line e5, and line e1 to line e2 and line e3 to line e4 are the end nodes
reach v4 At the third point of L, there are lines e6 to e4 and lines e5 to e2, and the node v4 at the end point is reached. As the third part of L, the lines e5 to e6 and the lines e6 to e5 are not the targets of evaluation because they are the routes of the backward return.

The evaluation values are summed for the set of lines that reach the end node v4. That is, in the case of the route from the line e1 to the line e2 that reaches the second end point v4 of L, the evaluation value is (5)
(7) is added to become (12), and in the case of the route from line e3 to line e4, the evaluation value becomes (2) by adding (1) and (1). L of 3
In the case of the route from the line e1 that reaches the node v4 at the end point to the line e4 via the line e6, the evaluation value is (9) by adding (5), (3), and (1). For the route from e3 to line e2 via line e5, the evaluation value is calculated by adding (1), (3) and (7).
It becomes (11).

Therefore, if only the evaluation of the line is considered, the line
The flight value with the highest flight ease is obtained by setting the route from line e3 to line e4 as the flight route from the starting node v1 to the ending node v4, with the minimum evaluation value of the route from e3 to line e4 in (2). It becomes a route (evaluation value 1).

The evaluation value of the route (which node is to be passed) will be described with reference to FIGS. 15 and 16.

As shown in FIG. 15, the flight easiness is quantified on the basis of the above-mentioned items in the route from each line e1, e3, e5, e6 forming the network to the node v2 and the node v3. . For example, regarding node v2, the route that enters from line e1 to line e2 is (10), the route that enters from line e1 to line e6 is (20), and the route that enters from line e5 to line e2 is (30). , It is evaluated as (∞) because the route going in from the line e5 and going out to the line e6 becomes a backward turn. Regarding node v3, the route that enters from line e3 to line e4 is (1), the route that enters from line e3 to line e5 is (10), and the route that enters from line e6 to line e4 is (5). , It is evaluated as (∞) because the route that enters from the line e6 and goes out to the line e5 becomes a backward turn.

Here, considering the route from the starting point v1 to the ending point v4, as shown in FIG. 16, a route is set as in FIG. The evaluation values are summed for the set of lines that reach the end node v4.

The evaluation value of the route from the line e1 to the line e2 via the node v2 is (10), and the line from the line e1 via the node v2
The evaluation value of the route that goes out to e6 and goes to the line e4 via the node v3 is
Adding (20) and (5) gives (25). The evaluation value of the route from the line e1 to the line e6 via the node v2 and then to the line e5 via the node v3 is (∞) before reaching the end point node v4 because (∞) exists. .

The evaluation value of the route from the line e3 to the line e4 via the node v3 is (1), and the line e3 to the line via the node v3
The evaluation value of the route that goes out to e5 and goes to the line e2 via the node v2 is
Adding (10) and (30) gives (40). The evaluation value of the route from the line e3 to the line e5 via the node v3 and to the line e6 via the node v2 becomes (∞) before reaching the end point node v4 because (∞) exists. .

Therefore, when considering only the evaluation of the route to be passed, the evaluation value of the route from the line e3 to the line e4 via the node v3 becomes the minimum at (1), and the node v1 at the start point to the node at the end point. By setting the route from line e3 to line e4 as the flight route to v4, the flight route with the highest flight ease is obtained (evaluation value 2).

When finally determining the best flight route, the evaluation value of the route shown in FIG. 14 and the evaluation value of the route shown in FIG. 16 are summed up. Consider the path from the starting node v1 to the ending node v4.

In the case of the route reaching the node v4 at the second end point of L, the evaluation values of the line and the node of the route from the line e1 to the line e2 via the node v2 are (5) and (7). Add (10)
Is added to obtain (22). In addition, the evaluation values of the route and the node of the route from the line e3 to the line e4 via the node v3 are (1)
Add (1) and then add (1) to obtain (3).

In the case of a route reaching the end point node v4 at the third point of L, the line e1 goes out via the node v2 to the line e6 and goes to the node v3.
The evaluation value of the route line and the node that goes out to the line e4 via
Add (5), (3) and (1), and then add (20) and (5)
(34) Also, for the evaluation value of the line and nodes of the route from line e3 to line e2 via line e5, add (1), (3) and (7), and then add (10) and (30). And it becomes (51).

Therefore, when considering the line evaluation and the route combination of passing nodes, the evaluation value of the route from the line e3 to the line e4 via the node v3 becomes the minimum at (3), and the starting node v1 By setting the route of the line e4 from the line e3 to the node v3 via the node v3 as a flight route from the end point to the end point v4 (final evaluation value).

In the above-mentioned embodiment, the three-dimensional flight feasible area is obtained from the map data and the hidden condition with respect to the target object.
The three-dimensional flight area is displayed on the horizontal coordinate as a horizontal flight area, and the horizontal flight area is thinned and expressed by a network consisting of a set of lines and nodes. The optimum flight route is set by obtaining the evaluation value of the flight easiness of the route passing through and searching for the route passing through the line and the node having the high flight easiness, that is, the value having a small total of the evaluation values.

Therefore, the possibility of route search can be limited in advance to only valid ones, and the route can be searched efficiently. Also, by evaluating the route that passes through the nodes,
A smooth flight path can be highly evaluated and a more realistic optimum standard can be set. Also, since the final flight route is set by combining routes passing through lines and nodes having high flight easiness, it is possible to obtain an efficient optimal route while ensuring optimality. Furthermore, the second and third
By determining the second route, the route can be changed at a high speed in response to an unexpected positional deviation during flight and the route can be changed in accordance with the relationship with the target object.

Therefore, even when the aircraft flies over a complicated terrain, it is possible to set the optimum flight route easily and quickly.

[0057]

According to the flight path setting method of the present invention, the feasible area is specified based on the minimum distance to the object in the height direction and the horizontal direction, and the specified feasible area is displayed on the horizontal coordinate as the horizontal area. The displayed horizontal area is thinned, and the thinned horizontal area is expressed by a network consisting of lines and nodes, and the flight easiness of each line expressed by the network is evaluated. Since the flight route is set according to the route, it is possible to efficiently and realistically search for the route and set the optimum flight route. As a result, even when the aircraft flies over complicated terrain, it is possible to easily and quickly set the optimum flight route.

[Brief description of drawings]

FIG. 1 is a flowchart of a flight path setting method according to an embodiment of the present invention.

FIG. 2 is a flowchart of a flight path setting method according to an embodiment of the present invention.

FIG. 3 is a flowchart of a flight path setting method according to an embodiment of the present invention.

FIG. 4 is a conceptual diagram illustrating a flightable area.

FIG. 5 is a conceptual diagram illustrating thinning processing of a horizontal area.

FIG. 6 is a conceptual diagram illustrating a thinning process of a horizontal area.

FIG. 7 is a conceptual diagram illustrating thinning processing of a horizontal area.

FIG. 8 is a conceptual diagram illustrating thinning processing of a horizontal area.

FIG. 9 is a conceptual diagram illustrating a thinning process of a horizontal area.

FIG. 10 is a conceptual diagram illustrating network representation processing.

FIG. 11 is a conceptual diagram illustrating network representation processing.

FIG. 12 is a conceptual diagram illustrating network representation processing.

FIG. 13 is a conceptual diagram of a network showing line evaluation values.

FIG. 14 is an explanatory diagram of flight easiness evaluation based on line evaluation values.

FIG. 15 is a conceptual diagram of a network showing evaluation values of routes passing through nodes.

FIG. 16 is an explanatory diagram of evaluation of flight easiness by an evaluation value of a route passing through a node.

[Explanation of symbols]

1 mountain 2 target 3 flight area 4 horizontal area 5 Small non-connection site 6 film 7 parts 8, 9, 10 nodes 11 lines

Continued front page    (72) Inventor Yukio Kawahara             Mitsubishi Heavy, 10 Oemachi, Minato-ku, Nagoya-shi, Aichi             Industrial Co., Ltd. Nagoya Aerospace System Production             In-house (72) Inventor Keiichi Yokoi             Mitsubishi Heavy, 10 Oemachi, Minato-ku, Nagoya-shi, Aichi             Industrial Co., Ltd. Nagoya Aerospace System Production             In-house F-term (reference) 5H180 AA26 LL02 LL15

Claims (11)

[Claims] 1. A flightable area is specified based on a minimum distance to an object in a height direction and a horizontal direction, the specified flightable area is displayed as a horizontal area on horizontal coordinates, and the displayed horizontal area is thinned. , Expressing the thinned horizontal region with a network consisting of lines and nodes, evaluating the flight ease of each network-represented line, and setting the flight route by a route based on the line with high flight ease. A characteristic flight route setting method. 2. The flight according to claim 1, wherein the flight easiness of the route passing through the nodes expressed by the network is evaluated, and the flight is made by taking into consideration the flight easiness of the line and the flight easiness of the route passing through the nodes. A flight route setting method characterized by setting a route. 3. The flight route setting method according to claim 2, wherein the flight feasible region is specified including a hidden region in a state of being hidden through the object from an object existing over the object in the horizontal direction. 4. The flight route setting method according to claim 3, wherein the flight route is set by weighting the flight ease of the network-represented line and the flight ease of the route passing through the nodes. . 5. The flight route setting method according to claim 3, wherein the nodes represented by the network are set midway when the radius of curvature of the thinned line is not more than a predetermined value. 6. The flight route setting method according to claim 3, wherein the nodes represented by the network are set in the changing portion when the height change of the thinned line is more than a predetermined value. 7. The flight route according to claim 3, wherein, when the specified flyable area is displayed as a horizontal area on a horizontal coordinate, a process of connecting a gap existing in a longitudinal direction to a predetermined gap or less is performed. Setting method. 8. The flight route setting method according to claim 3, wherein when the specified feasible region is displayed as a horizontal region on horizontal coordinates, a process of deleting a portion having a predetermined width or less is performed. 9. The line according to claim 3, wherein the height is high, the distance to the object in the horizontal direction is long, and the length of the network-represented line is short apart from the line connecting to the top of the object forming the hidden area. The flight route setting method is characterized in that the easiness of flight is highly evaluated. 10. The flight easiness of a network-represented line and the flight easiness of a route passing through a node according to claim 3, are quantified by a positive value and a larger number as the flight easiness is lower, and the start point to the end point are counted. The method of setting a flight route is characterized by adding the numerical values of routes passing through the passing lines and nodes and determining the route having the smallest numerical value as the final flight route. 11. The flight according to claim 3, wherein the height, the distance to the object in the horizontal direction, the hidden area, and the length of the line represented by the network are weighted to evaluate the flight easiness. Route setting method.